Internal-combustion engine



J. S. TAYLOR.

iNTERNAL COMBUSTION ENGINE. APPLICATION FILED APR. 24. 1913. RENEWEDAUG. 22. I918.

Patented May 11, 1920.

. O 1 i 5 r 6 I1 Jifllflllii ,l 1 1 m R Q TITQTTED STATES PATENT OFFICE.

JOHN S. TAYLOR, OF NORFOLK, VIRGINIA, ASSIGNOR, BY MESN E ASSIGNMENTS,TO PREMIER MOTOR CORPORATION OF AMERICA, A CORPORATION OF DELAWARE.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented May 11, 1920.

Application filed Apri1'24, 1913, Serial No. 763,466. Renewed August 22,1918. Serial No. 251,008.

To all whom it may concern Be it known that I, JOHN S. TAYLOR, a citizenof the United States, residing at Norfo 1:, in the county of Norfolk andState of Virginia, have invented certain new and useful Improvements inInternal- Combustion Engines, of which the following is a specification.

This invention relates to improvements in internal combustion engines.

The object of the invention is to provide an engine of the two-cycletype, in which comparatively heavy hydrocarbon oil, such as kerosene,may be ecconomically and efficiently used.

The invention consists in the main, of surrounding the compression endof the cylinder with a jacket through which the exhaust gases pass, sothat this portion of the cylinder will be kept at suitable temperatureto heat up, and maintain the incoming charge at proper temperature forready ignition.

The invention further consists in a construction, whereby the air drawninto the carbureter, will be heated before reaching the carbureter,where it is combined with the oil, to form the mixture before passinginto the base or compression end of the cylinder, all as will now bedescribed.

In the drawings- Figure 1 is a vertical central section of a cylinder ofa two-cycle engine, with carbureter attachment, and in elevation; andFig. 2 is a transverse section taken about on line aa of Fig. l;

7 Referring to the drawings, the numeral 1 designates the cylinder,which is provided with a long hollow piston 1, which is preferablyconnected to the connecting rods by means of trunnions passing throughelongated slots in the sides of the cylinder, the slots being of suchlength as never to be uncovered by the piston in its reciprocations.

The cylinder is provided at its upper end with combustion chamber 2, andat its lower end with a compression chamber 3, the two chambers beingconnected by a transfer passage 4, the lower end 5 of which beingadapted to register with the port 6 in the upper part of the piston,when said plston is at the limit of its downward stroke, as shown in thedrawing.

The upper port 7 of the transfer passage is adapted to be uncovered whenthe piston is in this position, so that the charge which has been drawninto the compression chamber upon the last upward stroke of the piston,will be transferred under compression, from the compression chamber tothe explosive chamber, where it is compressed upon the upward stroke ofthe piston, preparatory to ignition.

The numeral 8 designates the exhaust port, which is uncovered at thelowermost point of the stroke of the piston. This port communicates witha jacket 9 extending entirely around the lower part of the compressionchamber of the cylinder, and communicates with the exhaust outlet 10.The numeral 11 designates the intake from the carbureter and leads intothe bottom of the cylinder above the lower end of the piston, when it isat the limit of its down stroke. At one side of the cylinder, adjacentto the intake 11, I provide a hot air duct 12, open to the outer air atits upper end as indicated at 13, and this duct communicates, near itslower end through an intake port 1a, with the pipe 15 leading to thecarburetor, so that the air which is to be mixed with the oil will meetthe same in the carburetor, in a highly heated condition, the air havingpassed over the highly heated jacket 9 which surrounds the lower part ofthe cylinder.

The upper or explosion chamber is surrounded by the usual water jacket16, and it will be understood that any suitable spark plug or ignitionapparatus may be provided in the combustion chamber.

In operation the up-stroke of the piston will draw in through the duct12 and intake 11, the fuel charge, which charge will be compressed inthe base of the cylinder upon the oown stroke of the piston, thecompression continuing until the port 6 in the piston registers with theport 5 of the transfer passage l, and the port 7 is uncovered, thecharge will be transferred from the lower part of the cylinder to theupper part, to be compressed preparatory to firing upon the up stroke ofthe piston. When the piston is in its lowermost position, or theposition from the outside does not pass directly into the carbureter,but is conducted through the duct 12, where, by contact with the outersurface of the jacket 9, it will become hot and thereafter it is passedto the carbureter, where it mixes with the oil and is drawn into thecompression chamber, where it is, due to the heat of the lower part ofthe cylinder, quickly and properly vaporized, preparatory to passage tothe explosion chamber.

As shown in the drawings, the lower end of the cylinder is closed, andcompression takes place between the piston and the base of the cylinderand it will also be noted that the piston in its lowermost position,closes the intake opening 11, so that at the point of transfer of thecharge, the momentum of the moving charge from the lower end of thecylinder to the upper end, will not draw in an additional orcomplicating charge of fuel.

Having thus fully described my invention, what I claim is 1. An internalcombustion engine having in combination a compression chamber; acombustion chamber; a carbu'reter connected with the compressionchamber; an air intake communicating at one end with the at mosphere andat the other end with the carbureter; a piston; means for transferringthe fuel charge from the compression chamber to the explosion chamber,and an exhaust chamber substantially and directly surrounding thecompression chamber, the duct of the air intake being positioned immediately adjacent the outer wall of the exhaust chamber whereby the airentering the intake is heated during its passage through the intake anddelivered into the carburetor in a heated condition.

2. An internal combustion engine having.

carburetor and extending longitudinally of the compression chamber;means for transferring the fuel charge from the compression chamberdirectly into the combustion chamber, and an exhaust chamber partiallysurroundingthe upper portion of the compression chamber and entirelysurrounding the lower portion'of the same; whereby the air entering theair duct is heated during its passage through the duct to thecompression chamber and delivered to the carbureter in a heatedcondition, said exhaust chamber opening into the combustion chamber andinto the outer air.

3. In an internal combustion engine, the combination with a cylinderhaving an explosion chamber at one end, and a compression chamber at theother end, a piston operating in the cylinder, a jacket surrounding thecompression chamber for receiving the exhaust gases from the explosionchamber to heat the same, the compression chamber having an intake portleading thereto, a carbureter in communication with the interior of thecompression chamber through the intake port, an air duct extendingsubstantially the length ofthe jacket, and positioned immediatelyadjacent the latter, said duct having an open and a closed end, theclosed end stopping at a point short of the intake port, means providedadjacent the intake port and closed end of the air duct for afiordingcommunication from the air duct throughthe carbureter to the intake portto the compression chamber, whereby operation of the piston in onedirection will draw air through the duct and over the heated jacket,thus heating the air previous to the passage thereof into thecompression chamber.

In testimony whereof Iaffix my signature in presence of two witnesses.

JOHN S. TAYLOR. itnesses FRANCIS B. DAVIS, ALICE R. KIRBY.

